Taximeter



Jan. 4 1927. 1,612,864

J. GLUCK TAXIMETER original Filed Nov. 17, 1921 3 Sheets-Sheet 1 v fi ql.

I Illlllllllll! lllll'llllll llllllllllllil F 0M CLOCK 15s Julius Glucfii,

Inns/E6656:-

1,612,864 4 1927' .J. GLUCK TAXIMETER Origina iled Nov. 17, 1921 3 Sheets-Sheet MTNESSESL.

Jan. 4 9 J. GLUCK TAXIMETER Original Filed Nov. 17. 1921 3 Sheets-Sheet 5 Patented jam. i, m

UNiTEfi STATES PATENT OFFICE.

JULIUS GL'UCK, OF NEW YORK, N. Y., .ASSIGNOR, BY MESNE ASSIGNMENTS, TO OHMER FARE REGISTER COMPANY, OF DAYTON, OHIO, A CORPORATION OF NEW YORK.

TAXIMETER.

Original application filed. November 17, 1921, Serial No. 515,920. Divided and this application filed November 15. 1923.

This invention relates to taximeters of the type used on cabs or other public vehicles, and has special reference to a novel and practical construction for operating the fare drums or counters from the clock mechanism.

To that end, the invention contemplates a mechanism for use in the type of taxims eter disclosed in my co-pending application Ser. No. 515,920, filed November 17, 1921, of which this case is a division. In the construction involved in that application, the fare drums or counters are actuated either by the movement of the vehicle through the novel connections provided for that purpose, or by a clock mechanism which is brought into and out of operation through the manipulation of the flag of the meter according to the tariff in use.

Since the fare counters must be responsive to the action of the clock work during the initial charge period and later to give a proportionate value for each period, means must be provided for actuating the fare counters accordingly during these two periods of service. That is to say, it is proposed to provide differential means whereby the fare counters give a longer value period when operated by the clock during an initial period of service than they do when operated by the clock during a subsequent period of service.

A preferred and practical embodiment of the invention is shown inthe accompanying drawings, in which Figure 1 is a front elevation of a meter construction, showing the relation of the invention herein to the other instrumentalities of the meter.

Figure 2 is a vertical sectional view of the drum operating mechanism taken on the line 22 of Figure 1 except that the flag has been turned to first tarifi' .position and the parts not directly related to the drum actuating mechanism being omitted for the sake of clearness.

Figure 3 is a vertical sectional view taken 9 on the line 33 of Figure 1 except that the Serial No. 674,971.

flag has been turned to first tariff position.

Figure 4 is a detail top plan view of the controlling cams of the clock actuated mechanism, the same being shown in the position shown in Figure 1. Figure 5 is an enlarged vertical sectional View taken on the line 55 of Figure 1, looking in the direction of the arrows.

Figure 6 is a detail top plan View of the cam unit controlling the single and double tarifi shears.

Similar reference characters designate corresponding parts throughout the several figures of the drawings.

In these drawingsl have illustrated one embodiment of my invention and have shown the same as applied to ataxirneter of a well known type, but it will be understood that this particular form has been chosen for the purpose of illustration only, and that the structure shown herein may be applied to various kinds of taximeters without departing from the spirit of the invention.

Referring to the drawings, it will be observed from Figure 1 that the taximeter includes in its organization the main fareregister unit designated generally as A, and the extras fare unit B, the former ofwhioh is controlled by the traveling movement of the vehicle or by the clock-work, while the latter is controlled in the usual manner by the operator of the cab according to the extra items of the tariff,

For the purpose of operating the fare drums or counters T, T and T of the main fare-register unit A, a main shaft 1 and suitable flag controlled instrumentalities are provided.

That is to say, the operation of the main shaft 1 by the vehicle wheel or clock-work is controlled by' the flag shaft F and cam shaft C which are connected by the gears F and R, the arrangement of the mechanism being such that when the flag is in its vertical or vacant position the main shaft will be disconnected from both the vehicle driving mechanism and the clock, and when the fiag is in its first or second tariff positions the main shaft will be driven by the vehicle when the latter is traveling at or above a predetermined rate of speed and will be driven by the clock, when the vehicle is standing still or traveling at a speed less than said predetermined rate of speed.

The movement of the flag to its hired position operates,- through means described in the above mentioned application, to causethe main fare registering device to register an initial charge, or minimum fare, which is payable by the passenger regardless of the distance traveled or the time consumed, and means are provided for preventing-the further operation of the fare registering device until the distance traveled or the waiting time equals in value the amount of this initial charge.

At one end of the said shaft 1 is an initialchar 'e controlling detent 3 which may be in the form of an offset finger or like radial projection adj ustably held to the shaft by the set screw 41:. This initial-charge controlling detent 3 is adapted to cooperate with a restraining lever 5 in such away that as long as the abutment 6 of the restraining lever lies in the path of the arm 7 of the fare drum operating lever 8, the said fare drums cannot be operated. Thus, it will be apparent that until the detent 3 moves through a suificient arc to shift the restraining lever -5 and withdraw the abutmentt from the path of movement of the arm 7, the fare drums will not register and the initial charge appearing on the face of the meter will still be visible.

The lever 8 which is pivotally supported at its lower end, as indicated at 9, is provided at its intermediate portion with a shoulder 10 adapted to be engaged and released by an actuating device, such as the teeth of a cam or ratchet wheel 11 carried upon the main shaft, in such a manner as to rock or oscillate the lever on the pivot 9. For the purpose of compelling the lever 8 to follow the teeth of the ratchet 11, a suitable spring 12 may be employed, the same being attached to the lever at any suitable and convenient point While the other end thereof is fastened or anchored as at 13 to theTod or frame part 14. (See Figure 2.) The upper end of the lever 8 has pivot- .ally secured thereto as at 15 an operating pawl 16, the same being tensioned by the spring 17 and held in its proper operating position by the aid of the stop arm 18 formed therewithv and the stud or abutment 19 on the lever. The front end of the pawl 16 is adapted to engage with a ratchet wheel 20 carried by the 10 cent drum T of the main fare register-unit, and it will, therefore, be apparent that upon each reciprocation of the lever 8 the fare drum ratchet 20 will be advanced through the medium of the pawl 16, as fully described in my co-pending application, Ser. No. 515,920, aforesaid.

With reference to the manner in which the main shaft 1 may be driven by the movement of the vehicle, it will be observed from Figshaft 129. This shaft carries therewith gears 130, 130 adapted to mesh respectively with suitable intermediate gears 131 and 131 carried by shears or rocking levers 132 and 132 respectively, each having an arm portion adapted to be engaged by cams 132 and 132 on the cam shaft C to throw either of the gears 131 or 131' into and out of engagement with a main driving wheel 133 loosely journaled on the main operating shaft 1 or actuating device. A spring S connects the-two shear members 132 and 132 so as to urge the gears 131 and 131 towards the main driving wheel 133. gear 131 drives wheel 133 when the flag is at the or first tariff position, while gear 131 drives the same when the flag is in the 180 or second tariff position.

It will thus be seen, more especially from Figs. 5 and 6, that the gear 130-130 on shaft 129 is a compound gear, and that. the gear 131 carried by the shear 132 which pivots about an axis coincide t with the shaft 129, is always in mesh with gear 130. Likewise 131 carried by shear 132 is always in mesh with the smaller gear 130 lVhen the flag is in the up or vacant position the cam 132 comprising the oppositely located sections w and 3 holds shear member 132 and cam 132 holds shear member 132 in such positions that both gears 131 and 131 are out of mesh with the gear 133 on the main operating shaft 1. However, when the flag is turned to the 90 position section m of.

rock into engagement with gear 133. Meanwhile cam 132 holds shear 132 in its original position. If the flag is turned to the 180 position, or double tarifi? the nose of the shear 132 falls into the notch of cam 132 and simultaneously the section 1 of cam 132 engages the nose of shear 132 thereby to disconnect'gear 131 from gear 133, while the inward movement of shear 132 due to the notch receiving the nose of the shear causes gear 131 to mesh with 133 and thus drive the main shaft 1 at a higher speed. It will of course be understood that the shear members 132 and 132 are drawn toward each other by the spring S. If a single tariff taximeter is desired, obviously the shear 132 and gear 131 may be omitted.

The said driving wheel 133 is provided with a plurality of spring pressed pawls 134 The for engaging with the ratchet disc 135 fast on the main operatingshaft 1. Thus, with the arrangement described when the flag is down in one of the tariff positions, the main operating shaft may be driven from the wheel of the vehicle entirely independent of the clock-work The fare counter may be actuated to compute the fare according to time by means of a clock Work mechanism, or sprmg motor,

of any suitable kind and, preferably the clockwork is connected with the counter actuating device, or cam 11, by means of an overrunning clutch so that the actuating device may be driven from the vehicle independently of the clock. The clock work mechanism is not here shown but this mechanism drives the time shaft 136 which carries the beveled gear 137, and this gear in turn meshes with the beveled gear 138 mounted upon the shaft 139. At one end of the latter shaft is a duplex pinion unit including pinions 140 and 140 adapted to 0perate the gear 141, carried by one end of sleeve 142 loosely mounted on the main shaft 1, either through a reduction gear train G or direct through gear 143. The sleeve 142 above referred to is provided with a flange 142 carrying pawls 144 adapted to engage with the ratchet member 145 rigidly secured to the mainshaft 1 by the set screw 146. The two pawl and ratchet mechanisms, 134 and 135 and 144 and 145, constitute one-way clutch connections between the shaft 1, which carries the actuating de vice 11, and the vehicle actuated mechanism and the clock actuated mechanism, respectively, the arrangement being such that the shaft may be rotated in a forward direction by either mechanism without affecting the other mechanism.

The gearing unit G- for transmitting motion from the clock-work to the sleeve 142 of the main shaft constitutes a novel feature of the present invention, since it provides for makingthe necessary correction or allowance for values in waiting time to meet the requirements of the law in different places with respect to the fee charged for the periods of waiting time. That is,to say, a novel and distinctive feature of the invention resides in the provision of a novel device whereby the passenger receives the same amount of waiting time per unit of fare during the initial period as durin 'a subsequent period but is charged at a hig er rate for distance traveled during such periods than in subsequent periods.

Suppose the meter is constructed to operate in units of one-fourth of a mile at 10 after the initial charge of 30 for the first one-half mile is used up. If the passenger upon hiring the cab starts to travel immediately, he will be carried the distance of one-half mile for the initial charge of over and above the initial charge for each four minutes of waiting time, and therefore in a meter constructed to operate on the basis of'one-quarter of a mile for 10, the traveling distance of one-quarter mile at 10 is the equivalent of four minutes waiting time per 10.

In this same example of 30 for the first one-half mile and 10 for each one-quarter mile thereafter, suppose that as soon as the passenger hires the cab he does not travel but waits for an indefinite period. If the meter were constructed on the basis of four minutes waiting time per 10 or traveling a distance of one-quarter mile for 10, the passenger would only be given eight minutes waiting time for his initial charge of 30, because the clock-work by driving the main shaft direct would move the finger 3 through its idle arc of 120 in that period,

and only rotate the cam 11 the distance of I two teeth. Thus, the passenger would obtain less value, .by waiting, according to the established rate of the meter, than he would by traveling one-half mile, because, as above explained, the initial-charge finger would be set to release the restraining lever 5 after having moved through an arc of 120 which is the equivalent of only two teeth on the cam 11 since each tooth represents the equivalent of one-quarter of a mile in distance traveled and a 10 charge therefor.

In some places the law requires that the passenger receive the full benefit in waiting time of his 30 initial charge and the present initial time-charge regulating unit including the gearing Gris intended to'meet that situation. That is to say,'instead of the passenger receiving only eight minutes waiting time for his initial charge of 30, he shall receive twelve minutes waiting time because the unit of value is 10 peronequarter mile or 10 for four minutes waiting time.

To accomplish the desired result of giving twelve minutes waiting time for the initial charge of 30, the main operating shaft. 1 must be moved slower by the time mechanism during the initial charge period than during the subsequent operation of the meter, and to that end the novel unit G is employed, but it will be understood that this result may be achieved with mechanisms of various kinds.

This unit includes the levers or shears 147 and 147 respectively for supporting the reduction gearing unit G and the pInion 143 for connecting the time shaft 139 directly with gear 141. As shown in Figure 3, these levers 147 and 147 are yieldingly drawn toward each other by s'pring 148 and are held in the proper spaced relation by means the stop arm149 carried by lever 147 igaging with the stud or abutment 150 on e lever 147.: By this arrangement the levers are yieldingly arranged with respect to each other to thereby permitthe lever 147 to automatically shift at the proper time to bring the gear tra'n G into opra-- tion. That is to say, the lever 147 which carries the gear train (it is adapted to be engaged at its upper end by the in 151 on cam wheel 152 when the flag is in 1ts vertical or vacant position, thereby holding the lever 147 in such a positfon that the stop 150 cannot rest inthe crotch of the arm 149. When the lever 147 is held in its outward position by means of pin 151, the spring 148 is placed under tension so that immediately upon the shiftin of the flag from vacant position toward the first tariff or 90 position, the cam-shaft C will cause cam disc 152 to rotate in the direction of the arrow and remove pin. 151 and cam 161 from engagement with the levers or shears 147 and 147, respectively. The contraction of the spring 148 will thereby cause the lever 14? to move inwardly until the stop 150 engages with the end of the arm 149 while the shear 147 is held in the position shown in Figure 3 by temporary restraining means to'bc described hereinafter. Thus, the reduction gearing unit G consisting of the gears 153, 154 and 155, in the example shown, may connect the time driven pinion 140 with the gear 141 as soon as the flag is moved from vacant to first tarifi' position, i. e. at the turn.

Elf the vehicle is waiting the gears of the gearing unit Gr will drive the gear 141 on the main shaft for-a period of twelve minutes, assuming that the length of waiting time "s the'equivalent in distance traveled for the initial charge or. to state the proposition generally, the gearing unit G will drive main shaft 1 for a period of time equiva lent to the time it takes the initial-charge finger 3 to be'driven from its original set position to a point where it will engage with the restraining lever to thereby permit the cam wheel 11 to operate on the lever 8 which actuates the fare drums. Wh le the gearing unit in the present example is illustrated as consisting of three pinions for obtaining the proper reduction of speed in the driving of the gear 141 by the gear 140, it will of course be understood that the ratio may be varied according to different conditions of use, the essential feature being that suitable reduction gearing is used to produce a slower drive of the main shaft 1 during the initial period of waiting time as compared with subsequent periods of waiting time.

As-this variation in the waiting time tariffonly applies to the initial charge and not to subsequent waiting time, which in the example taken is 10 for four minutes, suitmisses able means must be provided to automatically drive the main shaft 1 by the time mechanism, after the time covered by the initial charge period has expired. To that end the direct drive gear 143 carried by the lever 14'? is employed. This gear 143 is always in mesh with the gear 140 which is a part of the duplex unit driven by the time shaft 139, and, for the purpose of holding said gear 143 out of engagement with the gear 141 while the gearing unit G is in operation suitable temporary restraining means are employed. 7

The temporary restraining means above referred to consists of lever 156 adapted to engage with projection 157 on lever 147, the said projection being held in engagement with the lever due to the tensione of the spring 157 which is connected to the lever 14? as at 159 and to the frame of the machine as at 160. The said projection 15? engages with the lever 156 until the end of the twelve minute period covered by the initial charge. And, at the expiration of this period the lever 156 is lifted or raised to free the projection 157 by means ofa cam projection 158 carried by the main shaft adjacent the gear 141. When the flag is placed in the A turn or first tariff position, shown in Figure 3, the gearing unit G is immediately thrown into operation to connect the time gear 140 with the gear 141, and, as the said gear 141- and main shaft 1 are rotated by the gearing unit G, the cam projection .158 travels through an arc of substantially 120 and, as it reaches substantially this point of its cycle, it lifts the lever 156 out of engagement with the pro jcction 157 to thereby vpermit the spring 157'to pull thelever 147 inwardly and thus permit the gear 143 to directly connect gears 140 and 141. Simultaneously with the shifting of lever l4-7 to connect gears 140 and 141, the lever .147 is rocked outwardly to disengage the pinion 155 of the gear train G from the gear 141 through the mcdium'of'the arm 149 and-stop 150.

After the gearing unit G has been thrown out of operation, as above explained, the time mechanism will operate the main shaft 1 directly through gears 140, 143 and 141, thereby causing. the fare register unit of the, meter to register ai'unit of charge on the face of the meter for each four minutes of waiting time at the same rate as the terrace;

fore, cannot drive the gear 141 when the flag is in the 270 position.

When the flag of the meter is turned from the 270 position to the vertical or vacant position, the cam 161 continues in engagement with the nose of lever 147 to maintain the gear 143 disengaged from gear 141, while at the same time the cam 163 will lift the lever 164 and raise the gear 166 to a position where it will clear the teeth of gear 143. Also when the flag reaches the vertical position, the pin 151 will engage with the -nose of lever 147 to hold it in such a position that the gear 155 of the gear train G is out of mesh with gear 141. Thus, when the flag moves from the 270 position to vacant position, all levers, namely 147, 147 and 164 are shifted to such positions that all interengaging gears carried thereby will be out of mesh, it being understood, however, that the gear 143 always meshes with gear 140 and that gear 153 always meshes with gear 140. Furthermore, during the movement of the flag from the non-recording position or 270 position to vacant position, the main shaft 1 will be reset so as to bring the cam projection 158 thereon back to its original position.

Attention is called to the fact that the periphery of the cam 161 is not an arc of a circle concentric with the center of the shaft C. This contour is of such a configuration that when the cam 161 engages the shear 147 in the 270 position of the flag, the shear 147, while it is moved outwardly sufficiently to disengage the gear 143 from the gear 141, it has not moved sufiiciently to move the pin 157 sufiiciently forward to permit the restraining member 156 to drop so as to hold the shear 147 If the flag is rotated from the 270 position to the vacant position, the cam 161 moves the shear member for a small additional distance so that the restraining member 156 will engage the pin 157 almost simultaneously with the flag reaching the vacant position. With such a construction it is obvious that as long as the restraining member 156 is in holding engagement with the pin 157, the rotation of the flag shaft, either forward or'back, would have no effect onthe restrain ng member. If, however, the cam 158 had ped the restraining member 156 and if the flag were then placed in the 270 position, it could be moved back to the 180 position or the 90 position, for the restraining member 156 would not be in holding engagement with the pin 157 and could not be placed in holding engagement therewith unless the flag were returned to vacant position.

Regardless of whether the flag of the meter is in first tariff or second tariff position, that is at the 90 or 180 position, the reduction gearing unit G will function to cover the period of initial waiting time. Also when the cam shaft is turned to the said 270 cam shaft permits lever 164 to drop under the influence of spring 165 and thereby lower the pinion 166 into engagement with the gear 143.

The pinion 166 above referred to is one element of a counter or register operating train for registering not recording minutes, that is the number of minutes that the flag is in the not recording position. This feature of the arrangement does not constitute a part of the initial-charge time regulating unit and the connections therefor osition a cam 163 also on the.

are only briefly-referred to to explain their presence in the illustration.

From the foregoing it will be apparent that the initial time charge controlling unit includes a reduction gearing unit for connecting the time shaft and the main shaft, the ratio of the gearing of said reduction unit being such that the cam 158 on the main shaft adjacent to the gear 141 kicks out the lever 156 to release the lever 147 at the same time that the finger 3 depresses the restraining lever 5 by engaging the point 5" thereof. In other words the initial time charge regulating unit includes a direct drive gear"143 and reduction gearing G, the former of which is adapted to be automatically connected with the main shaft after the period of time consumed by driving the main shaft through the reduction gearing has expired.

I claim:

1. In a taximeter. a flag, a main shaft actuated by time and speed means. a clockwork driven gear, direct gearing adapted to connect the clock-work driven gear With the main shaft, reduction gearing adapted to connect the clock-work driven gear with the main shaft, means controlled by the flag of the meter for permitting the reduction gearing to drive the main shaft, and means carried by the main shaft for controlling the disconnection of said reduction gearing therefrom and the connection of the direct gearing therewith.

2. In a taximeter, a flag, a main shaft, clock-work driven means for operating said main shaft, said means consisting of direct and reduction gearing, means controlled by the flag of the meter for throwing the reduction gearing into operative relation with the main shaft and maintaining the direct gearing disconnected therefrom, and means carried by the main shaft of the meter for controlling the disconnection of said reduction gearing therefrom and the connection of said direct gearing with the main shaft.

3. In a taximeter, a flag, a main shaft, a clock-work driven gear, a main shaft gear, a pair of levers pivoted coaxially with the clock-work driven gear, adirect drive gear carried by one lever, a reduction gearing carried by the other lever, means for maintaining said levers in proper spaced relation, a restraining member adapted to engage with-the lever carrying the'direct drive gear, a cam shaft controlled by the flag and having means for permitting the lever carrying the reduction gearing to engage with the main shaft gear when the flag is moved into first tariff position. and a cam carried by the main shaft for releasing said restraining member thereby to permit the lever carrying the direct drive gear to connect the clockwork driven gear with the main shaft gear and simultaneously to disconnect the reduction gearing from the main shaft gear.

4. In a fare registering device for vehicles, the combination with a farecounter, an actuating device for. said fare counter, means actuated by a moving part of the vehicle to operate said actuating device, clock driven mechanism for operating said actuating device, means for disconnecting said actuating device from said counter during an initial period of service and means to causesaid actuating device to be operated by said clock driven mechanism at one speed during said initial period of service and at another speed during a subsequent period of service.

5. In a fare register device for vehicles,

the combination avith a fare counter, an actuating device for said fare counter, means actuated by a moving part of the vehicle to operate said actuating device. clock driven mechanism for operating said actuating device. means for disconnecting said actuating devicefrom said counter'during an initial period of service. and a variable speed mechanism interposed between said clock driven mechanism and said actuating device, and means controlled by the position of said actuating device for shifting said variable speed mechanism 6. In a fare registering device for vehicles, a fare counter. an actuating device for said fare counter, a clock, and means actuated by said clock for moving said actuating device at difi'erentspeeds during different periods of service. I

7. In a fare registering device for vehicles. a fare counter, an actuating device for said fare counter a clock, a train of mechanism fare counter. a clock, a train of mechanism' connecting said clock with said actuating device and comprising variable speed mechanism, and-means controlled by the position of said actuating device for shifting said variable speed mechanism.

9. In a fare registering device for vehicles, the combination with a fare counter, an actuatingdevice for said fare counter, means actuated by a moving part of the vehicle to operate said actuating device, clock driven mechanism'for operating said actuating device, and means for disconnecting .said actuating device from said counter during an initial period of service, of means to retard the operation of said actuating device by said clock, driven mechanism during said initial period of service.

10. In a fare registering device for vehicles. the combination with a fare counter, an actuating device for said fare counter,

means actuated by a moving part of the vehicle to operate said actuating device. clock drlven mechanism for operat ng sald actuating device, and means for disconnect-- ing said actuating device from said counter during an initial period of service, of automatically controlled means to retard the operation'of said actuating device by said clock driven mechanism during said initial period of service,

11. In 'a fare registering device for vehicles. a fare counter, an actuating device for said fare counter, a clock, mechanism to connect said clock to said actuating device comprising two trains of gearing, the gearing of the two trains being of difi'erent ratio, and means for automatically interrupting the connection between said clock and said actuating device through one train of gearing and establishing the connection between said clock and said actuating device through the other train of gearin 12. In a fare registering device for vehicles, a fare counter, an actuating device for said counter, a clock, mechanism to connect said clock with said actuating device comprising two trains of gearing, the gearing of the two trains being of difi'erent ratio, and means for connecting either train of gearing with said actuating device.

13. In a fare registering device for vehimatically disconnectin one train of gearing from said actuating evice and connecting the other train of gearing therewith.

14. In a fare registering device for vehicles, the combination of a fare counter, actuating means for said fare counter, means connected to a moving part of the vehicle to operate said actuating device, clock driven mec ianism' for operating said actuating device consisting of two trains of gearing, and means whereby either train of gearing may be operatively connected with said actuating device.

15. In a fare registering device for vehicles, the combination with a fare counter, an actuating device therefor, clock driven mechanism for operating said actuating device and including two trains of gearing having different ratio, and means whereby either train of gearing may be operatively connected to and dlsconnected from said actuating device.

16. In a fare registering device for vehicles, the combination with a fare counter, actuating means therefor, gears adapted to be rotated at a constant rate of speed by clock driven mechanism, said gears having different radii, and means whereby either of said gears may be operatively connected with said actuating device.

17. In a fare registering device for vehicles, the combination with a fare counter, clock driven mechanism, a plurality of gear trains driven by said clock mechanism, so that the last gear of each gear train will rotate at different speeds, and means whereby one of the gear trains is operatively connectcd with the actuating device for a pre determined period of time and at the expiration of the predetermined period of time,

the last mentioned gear train is disconnected from the actuating device, and the other gear train is operativelyconnected therewith.

18. In a fare registering device for vchi cles, the combination with a fare counter, an actuating device' for said fare counter, a plurality of gear trains having different ratios, clock driven mechanism for operating said gear trains, and cam means whereby either of said gear trains may be operatively connected with or disconnected from said actuating device so that said actuating device is driven at one rate during an initial period of time andat another rate at subsequent periods of time.

19. In a fare registering device for vehicles, the combination with a fare counter, a cam shaft having'a plurality of cams thereon. a plurality of gear trains, clock mechanism whereby said gear trains are driven. levers operatively associated with said gear trains and adapted to be pushed upon by said cams so as to disconnect elther train of gearing from the actuating device so that said actuating device will no longer be driven by said clock mechanism.

' 20. In a fare registering device, the combination with a fare counter, an' actuating device for said fare counter, a cam on said actuating device, a plurality of constantly driven trains,'and means partially governed by said cam whereby either of said gear trains may be operatively connected with said actuating device.

21. In a. fare registering device for vchicles, the combination with a fare counter, an actuating device therefor, a shaft, clock driven mechanism for operating said shaft, gears of different radii carried by said shaft, shears pivoted on said shaft, a gear train carried by one of said shears, a gear carried by the other of said shears, said first mentioned gears being adapted to mesh with the gears and gear carried by said shears respectively, means whereby said shears are controlled so that either the gear or the gear train carried by the shears will drive said actuating device.

22. In a fare registering device for vehicles, the combination with a fare counter, an actuating device for said fare counter, a shaft, shears pivoted on said shaft and provided with driving means for said actuating device, an arm carried by one of said shears and means carried by the other of said shears adapted to engage said arm so as to keep the shears spaced apart a sufiicient distance to prevent both driving means from engaging the actuating device at the same time.

23..In a fare registering device for 've hicles,-the combination with a fare counter, an actuating device for said {are counter, a plurality of shears, gearing of different ratio carried by said shears, means whereby the gearing carried by one shear is operativcly connected with said actuating device, and means whereby the gearing carried by the other shear is subsequently operatively connected with the actuating device, while the other train of gearing is simultaneously disconnected therefrom.

24. In a fare registering device for vehicles, the combination with a fare counter, an actuating device for said fare counter, a plurality of shears pivoted together, means carried by said shears whereby said actuating device is driven, means whereby said shears are urged toward each other, and means whereby said shears are prevented from approaching so close to each other as to engage both of the means for driving the actuating device therewith.

25.111 a fare registering device for vehicles, the combination with a flag, a cam shaft operated thereby, a fare counter, an actuating device therefor, aplurality of shears, driving means carried by said shears,

:1 Cum on said actuatin device ind means controlled by said cam s aft and by the cam actuating device whereby the position of said shears is governed so that either of the drivingmeans for the actuating device may be operatively connected therevvit'h or disconnected therefrom so that said actueting JULIUS GLUCK. 

